JPS633194B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an auxiliary transmission that is installed and used on the output side of a main transmission in a vehicle or the like.

[Prior art]

As one of the sub-transmissions, U.S. Pat. an output shaft that is rotatable relative to the shaft; an input element that is arranged concentrically on the input shaft within the casing and is rotatably connected to the input shaft; and the output element is provided to protrude toward the output shaft. A planetary gear unit made of
The output element of the planetary gear unit is mounted on the output shaft so as to be movable in the axial direction and rotatably integrally, and in a first position connects the input shaft and the output shaft so as to be integrally rotatable, and in a second position the output element of the planetary gear unit is assembled. A device has been proposed that includes a coupling sleeve that connects the output shaft and the output shaft so as to be integrally rotatable.

Although such an auxiliary transmission has a short axial dimension and is compact, the splash-type lubrication method cannot sufficiently supply lubricating oil to the lubricated parts, especially in the planetary gear unit.

[Problem that the invention seeks to solve]

To deal with the above-mentioned problems, a pressure-feeding type lubrication method may be adopted, but an oil pump is indispensable in the pressure-feeding type lubrication method.

By the way, if the arrangement position, configuration, or drive method of the oil pump is not appropriate, the sub-transmission may become unnecessarily large or expensive.

[Means for solving problems]

The present invention was made to provide a compact and inexpensive sub-transmission equipped with an oil pump for lubrication, and the sub-transmission is rotatably supported in a casing via a first bearing. an input shaft that is integrally rotatably connected to the output shaft of the main transmission; and an input shaft that is arranged coaxially with the input shaft and is rotatably supported in the casing via a second bearing and rotates relative to the input shaft. a planetary gear which is arranged concentrically on the input shaft in the casing, connects an input element to the input shaft so as to be integrally rotatable, and has an output element protruding toward the output shaft; A unit is assembled on the output shaft so as to be movable in the axial direction and rotatable integrally, the input shaft and the output shaft are connected in a first position so as to be integrally rotatable, and the planetary gear unit is mounted on the output shaft in a second position. a coupling sleeve that rotatably connects the output element and the output shaft together, and a bearing retainer that is fluid-tightly assembled to the casing and fixes the first bearing; The bearing retainer is a part of a pump housing, and an oil pump is provided concentrically with the input shaft, and is driven by the input shaft and supplies lubricating oil contained in the casing to a lubricated part. did.

[Action/effect of the invention]

In the auxiliary transmission configured as above, the oil pump is concentrically mounted on the input shaft, which is rotatably connected to the output shaft of the main transmission, within the bearing retainer that fixes the bearing for the input shaft. When installing the oil pump, the dead space formed around the outer periphery of the connection between the output shaft of the main transmission and the input shaft of the sub-transmission is effectively utilized. will not be unnecessarily enlarged.

In addition, since the bearing retainer also serves as part of the pump housing of the oil pump, the oil pump itself is inexpensive, and the oil pump is installed concentrically with the input shaft and driven by the input shaft. Since the input shaft is used as the drive shaft and there is no need to use gears, shafts, etc. that are separate from the constituent members of the sub-transmission for driving, the sub-transmission can be constructed at an extremely low cost. .

Furthermore, since the oil pump is driven by the input shaft, even if the sub-transmission is set to a neutral state (a state in which power transmission between the input shaft and the output shaft is cut off), the sub-transmission will not work. The oil pump can be driven in all operating states of the transmission, and lubricating oil can be sufficiently supplied to the parts to be lubricated.

〔Example〕

An embodiment of the present invention will be described below based on the drawings.

FIG. 1 shows a power transmission system for a vehicle, which is comprised of a main transmission A and a power distribution device B disposed on the output side of the main transmission A. The main transmission A is a known one, and includes a casing 10, an input shaft 11, a countershaft 12, an output shaft 13, and the like. Power distribution device B
is integrally equipped with the auxiliary transmission C according to the present invention, and as shown in FIGS. 1 and 2, the casing 20, the input shaft 21, the first output shaft 22, the second
It includes an output shaft 23, a drive sprocket 24, a driven sprocket 25, a chain 26, a planetary gear unit 30, a high/low speed switching mechanism 40, and a two-wheel/four-wheel switching mechanism 50.

The casing 20 is the casing 1 of the main transmission A.
0 through a cylindrical adapter 19 (a known extension housing is used in place of this when the power distribution device B is not provided), and consists of a front case 20a and a rear case 20b, with the front case 20a having a A front bearing retainer 20c is liquid-tightly assembled, and a rear bearing retainer 20d is liquid-tightly assembled to the rear case 20b. The input shaft 21 is hollow and rotatably supported by the front case 20a via a radial needle bearing 90, a carrier 34 of the planetary gear unit 30, and a radial ball bearing 91, and is supported by an inner spline 21a at the left end in the figure. It is connected to the output shaft 13 of the main transmission A so as to be integrally rotatable. Further, the input shaft 21 is provided with an external spline 21b at the right end in the figure.

The first output shaft 22 is located coaxially with the input shaft 21, and the left end of the first output shaft 22 is located in the inner hole 21c of the input shaft 21.
It is rotatably supported within the rear case 20b via a radial needle bearing 92, and is rotatably supported via a radial ball bearing 93 on the rear case 20b at its right intermediate portion. The first output shaft 22 has a spline hub 22a on the outer periphery of its intermediate portion.
A shaft support 22b is provided, and its right end portion is connected to a rear wheel (not shown) so that power can be transmitted. A speedometer drive gear 27 is attached to the outer periphery of the right end of the first output shaft 22 and meshes with a driven gear 28 . Further, a thrust needle bearing 94 is interposed between the right end of the input shaft 21 and the stepped portion of the first output shaft 22.

The second output shaft 23 is rotatably supported by both cases 20a, 20b of the casing 20 via a pair of left and right radial ball bearings 95, 96, and extends in parallel to the first output shaft 22. Such second
The output shaft 23 is connected to a front wheel (not shown) through an outer spline 23a provided at its left end so as to be capable of transmitting power.

The drive sprocket 24 is connected to the first output shaft 22
A radial needle bearing 9 is installed on the outer periphery of the shaft support 22b.
It is rotatably supported via 7. The drive sprocket 24 is connected via a chain 26 to a driven sprocket 25 rotatably supported on the outer periphery of the right end of the second output shaft 23 via a radial needle bearing 98 so as to transmit power.

The planetary gear unit 30 constitutes a two-stage transmission mechanism, and includes a sun gear 31, a ring gear 32, a plurality of (only one is shown) planetary gears 33, and a carrier 34.
The sun gear 31 is the outer spline 21b of the input shaft 21.
The ring gear 32 is fixed to the front case 20a of the casing 20 and positioned concentrically with the sun gear 31. The carrier 34 connects these two gears 3
The planetary gears 33 meshing with both gears 31 and 32 are rotatably mounted between the gears 1 and 32 so as to be rotatable while restricting axial movement. A gear plate 35 having an internal spline 35a on its inner periphery is attached to the right end of the carrier 34 so as to be able to rotate integrally with the gear plate 35. When coupled to the first output shaft 22 so as to transmit power, the rotation of the input shaft 21 is transmitted to the first output shaft 22 at a reduced speed. Further, a thrust needle bearing 99 is interposed between the carrier 34 and the input shaft 21, and a radial needle bearing 36 and a thrust metal bearing 37 are interposed between the planetary gear 33 and the carrier 34.

As shown in FIGS. 2 to 5, the high/low speed switching mechanism 40 includes a coupling sleeve 41, a shift rod 42, and a shift fork 43. The coupling sleeve 41 is fitted with its inner spline 41a to the outer spline 22a of the first output shaft 22 so as to be slidable in the axial direction, and when sliding, the outer spline 21b of the input shaft 21 is fitted.
to disassociate from. Further, the coupling sleeve 41 includes an outer spline 41b that removably fits into the inner spline 35a of the gear plate 35. In such a coupling sleeve 41, when in the position shown in FIG. 2 (high speed position), the outer spline 2 of the input shaft 21
1b, and separates from the inner spline 35a of the gear plate 35, thereby coupling the input shaft 21 and the first output shaft 22 so as to be integrally rotatable. Further, in the position shown in the figure (low speed position), the coupling sleeve 41 separates from the outer spline 21b of the input shaft 21 and fits into the inner spline 35a of the gear plate 35, thereby connecting the input shaft 21 and the first It is coupled to the output shaft 22 via a planetary gear unit 30 so that power can be transmitted.

The shift rod 42 is attached to both the cases 20a, 20b between the output shafts 22, 23 so as to be slidable in the axial direction, and extends in parallel to the output shafts 22, 23. A shift fork 43 is integrally assembled to the shift fork 43. The shift rod 42 is slid by a swing arm 61, which will be described later, and when it slides, it integrally moves the shift fork 43 and slides the coupling sleeve 41 that engages with the shift fork 43.

The two-wheel/four-wheel switching mechanism 50 has coupling sleeves 51 and 5.
2. Shift rod 53 and shift fork 54
It is equipped with The first coupling sleeve 51 is fitted at its inner spline 51a to the outer spline 22a of the first output shaft 22 so as to be slidable in the axial direction, and when sliding, engages with the outer spline 24a provided on the drive sprocket 24. escape. In this coupling sleeve 51, when in the position shown in FIG. 2 (four-wheel position), the outer spline 24 of the drive sprocket 24
a to connect the first output shaft 22 and drive sprocket 24, and when in position (two-wheel position), disconnect the two 22, 24.

The second coupling sleeve 52 has internal splines 52
At a, the clutch hub 23b is fitted on the second output shaft 23 so that it can rotate integrally with the outer spline, and the outer spline 25a is slidably fitted in the axial direction. to disassociate from. When in the position shown in FIG. 2, this coupling sleeve 52 fits into the outer spline 25a of the driven sprocket 25 to couple the second output shaft 23 and the driven sprocket 25. 23 and 25 are blocked. Note that the inner periphery of the coupling sleeve 52 has a tapered cone portion 2 provided on the driven sprocket 25.
5b, synchronizer ring 5 assembled on top of this
5, a known synchronizing device consisting of a key 56 and a key spring 57 is provided. This synchronizer synchronizes the second output shaft 23, the sprockets 24, 25, and the chain 26, which are rotating in accordance with the vehicle speed, when the coupling sleeves 51, 52 are moved from position to position. The coupling sleeve 51 is adapted to perform its function prior to engaging the outer spline 24a of the drive sprocket 24.

The shift rod 53 is arranged parallel to the shift rod 42, and a shift fork 54 is attached to the outer periphery of the intermediate portion of the shift rod 53 so as to be slidable in the axial direction. This shift fork 54 is a shift rod 53
It is biased to the left in the figure by a compression spring 58 assembled on the outer periphery of the shift rod 53, and is positioned by elastically abutting an engagement step 53a provided on the shift rod 53. The compression spring 58 functions as a waiting mechanism when the shift fork 54 moves to the left in the figure, and its right end abuts a retainer 58a fixed by a clip 59. The shift fork 54 includes a pair of fork portions 54a and 54b that extend toward the coupling sleeves 51 and 52 and engage with the coupling sleeves 51 and 52, respectively.
2 are designed to slide in conjunction with each other. Also,
The engagement stepped portion 53a of the shift rod 53 is provided with an engagement recess 53b that opens downward, and one swing end 61a of the swing arm 61 is engaged with the engagement recess 53b. .

The swing arm 61 is connected to both shift rods 42 and 53.
As shown in detail in FIG. 5, the eccentric shaft is provided at the lower end of the operating rod 62, which is rotatably and liquid-tightly supported by the boss of the front case 20a. 62a (offset by a predetermined amount 1 from the center of rotation O1 of the operating rod 62) at its center so as to be swingable, and the other swinging end 61b is attached to the shift fork 43. It engages with the mating recess 43a.

Further, both shift rods 42, 53 are connected to a known detent ball 63, as shown in FIG.
64 and an interlock pin 65, it is intermittently and selectively fixed. The detent ball 63 selectively engages and positions a pair of engagement recesses 42a and 42b provided on the outer periphery of the shift rod 42, and is biased by a compression spring 66.
The shift rod 53 is selectively engaged with a pair of engagement recesses 53c and 53d provided on the outer periphery of the shift rod 53 for positioning, and is biased by a compression spring 67. Further, the interlock pin 65 selectively engages with a pair of engagement recesses 42c and 53e provided on the outer periphery of both shift rods 42 and 53 to lock one of the shift rods 42 and 53 into the casing 20.
In the position shown in FIG. 4, the engaging recesses 42c and 53e face each other, the shift fork 43 integrated with the shift rod 42 abuts against the inner wall surface of the front case 20a, and the shift rod 5
A clip 59 that is integral with the rear case 20b comes into contact with the inner wall surface of the rear case 20b.

On the other hand, a connecting lever 68 is attached to the outer end of the operating rod 62 using a tapered pin 69, as shown in FIGS. 3 and 5. This connecting lever 68 is connected to a transfer lever 71 via a push-pull cable 70, and when the transfer lever 71 is operated in the longitudinal direction of the vehicle, the operating rod 62 is rotated.

In the power distribution device configured in this way, the coupling sleeve 41 is in the position shown in FIG.
When the coupling sleeves 51 and 52 are in the position, the input shaft 21 and the first output shaft 22 are directly connected, and the first output shaft 22 and the drive sprocket 24 and the second output shaft 23 and the drive sprocket 25 are connected. is in a combined state. Therefore, the vehicle is in a state where high-speed four-wheel drive is possible. In this case, the transfer lever 71 is at the H4 position in FIG.
Both shift rods 42, 53 and swing arm 61 are in the state shown in FIG. In addition, in FIG. 4, the symbol O2 indicates the center of swing of the swing arm 61.

When the transfer lever 71 is operated to the H2 position in FIG. 3, the operating rod 62 rotates in the direction of arrow a1 in FIG.
1 is rotated in the direction of arrow a2 in the figure. In this case, the swinging arm 61 has its swinging end 6
The shift rod 53 is tilted using the 1b side (the engagement portion with the engagement recess 43a) as a fulcrum, and the shift rod 53 is moved to the left in the figure at the swinging end 61a. At this time, if a large torque is not acting on both coupling freeves 51 and 52 (if a large torque is acting, wait until the torque becomes small), the shift fork 54 is pushed by the compression spring 58 and moves. do. As a result, both coupling sleeves 5
1 and 52 slide to the position shown in FIG. 2 to simultaneously interrupt the connections between the first output shaft 22 and the drive sprocket 24 and between the second output shaft 23 and the drive sprocket 25, thereby placing the vehicle in high-speed two-wheel drive mode. Make it possible. In this state, the movement of the shift rod 42 is restricted by the interlock pin 65, so when the transfer lever 71 is operated from the H2 position to the H4 position in FIG. 3, the swing arm 61 moves to its swing end. The shift rod 53 is tilted in the opposite direction to that described above using the portion 61b as a fulcrum, and the shift rod 53 is moved to the right in the drawing to be in the state shown in FIG.

Also, the transfer lever 71 in the H4 position
When operated to the L4 position in Fig. 3, the operating rod 6
2 rotates in the direction of arrow b1 in FIG. 4 via the bush pull cable 70 and connection lever 68, and rotates the swing center O2 of the swing arm 61 in the direction of arrow b2 in the figure. In this case, the swing arm 61 is on the swing end 61a side (the part that engages with the engagement recess 53b).
The shift rod 42, which is integrated with the shift fork 43, is moved to the right in the figure at its swinging end 61b. As a result, the coupling sleeve 41 slides to the position shown in FIG. 2 to couple the input shaft 21 and the first output shaft 22 via the planetary gear unit 30, making the vehicle capable of low-speed four-wheel drive. In this state, the movement of the shift rod 53 is restricted by the interlock pin 65, so when the transfer lever 71 is operated from the L4 position to the H4 position in FIG.
The swinging arm 61 tilts in the opposite direction to the above with its swinging end 61a as a fulcrum, and the shift rod 42
is moved to the left in the figure to the state shown in FIG.

Therefore, in this embodiment, FIGS.
As shown in Figures and Figure 6, power distribution device B
An oil pump (trochoid pump or gear pump) 80 is provided on the input shaft 21 within the front bearing retainer 20c. The oil pump 80 pumps the lubricating oil contained in the casing 20 (up to the position indicated by the dashed line in FIG.
7, 99, bearings 36, 37, and both coupling sleeves 4
1,51 sliding parts and planetary gear unit 20
The meshing part of each gear and gear 2 for speedometer
The front bearing retainer 20c is a part of the pump housing, and the inner rotor 81, outer rotor 82, first cover 83, second cover 84, etc. It is structured as follows.

The inner rotor 81 is connected to the input shaft 2 at its hub portion.
The input shaft 21 is rotated by a pin 85 fitted onto the input shaft 21 and implanted in the input shaft 21. Outer rotor 8
2 is rotatably assembled in a recess 20c1 (eccentric with respect to the rotation center of the inner rotor 81) provided in the front bearing retainer 20c, and the inner rotor 81 and the front bearing retainer 20c and the first cover 8
It is sealed by 3.

The first cover 83 is made of pressed iron plate, and is fitted together with the second cover 84 into a recess 20c2 (provided concentrically with the input shaft 21) provided in the front bearing retainer 20c.
6 to the front bearing retainer 20c. Further, as shown in FIGS. 6 and 7, the first cover 83 passes through the suction passage 20c3 provided in the front bearing retainer 20c and the oil strainer 87 (see FIG. 3) assembled to the front bearing retainer 20c. an inlet 83a communicating with the bottom of the casing 20;
An arc-shaped suction slot 83b that opens on the suction side between both rotors 81 and 82, and an arc-shaped discharge slot 83c that opens on the discharge side between both rotors 81 and 82.
It is equipped with As shown in FIGS. 6 and 8, the second cover 84 is made of die-cast aluminum and has a recess 84a that communicates the suction port 83a of the first cover 83 with the suction slot 83b, and a first
A recess 84b is provided for communicating the discharge slot 83c of the cover 83 with the through hole 21d provided in the input shaft 21.

The oil pump 80 configured in this manner pumps the lubricating oil in the bottom of the casing 20 to the through hole 21d of the input shaft 21 as the input shaft 21 rotates. The lubricating oil pumped into the through hole 21d is transferred to the plug 21.
It flows into the inner hole 21c, which is closed by the inner hole 21c, and lubricates the bearing 92, and also flows into the oil hole 22c of the first output shaft 22, and the oil holes 22d, 22e,
It flows out through 22f and 22g, respectively.

Therefore, the lubricating oil flowing out from the oil hole 22d is
The oil is guided through the oil hole 21f to both bearings 90, 99 to lubricate them, and the oil hole 34a, 34
b and 34c to both bearings 36 and 37 to lubricate them. Note that the lubricating oil that has passed through the bearing 90 passes through the bearing 91 to lubricate it, and further lubricates the meshing portions of both gears 32 and 33, and then lubricates the casing 20.
flows to the bottom of the Further, the lubricating oil that has passed through the bearing 99 and the lubricating oil that has passed through both the bearings 36 and 37 lubricate the meshing portions of both the gears 31 and 33, and then flow to the bottom of the casing 20.

On the other hand, the lubricating oil flowing out from the oil hole 22e flows into the oil hole 21f, and is led to the bearing 94 through the throttle bush 21g fitted in the inner hole of the input shaft 21 to lubricate it, and then to the coupling sleeve 41.
It passes through the fitting portions of the outer splines 21b and 22a, lubricates them, and flows to the bottom of the casing 20. Further, the lubricating oil flowing out from the oil hole 22f lubricates the bearing 97 and then passes through the fitting portion of the coupling sleeve 41 and both outer splines 22a, 24a to lubricate these as well as the drive sprocket 24 and spacer 21h (first (which rotates integrally with the output shaft 22), lubricates these, and flows to the bottom of the casing 20. Furthermore, the lubricating oil flowing out from the oil hole 22g is transferred to the rear bearing retainer 20.
d and lubricates the meshing portions of both gears 27 and 28, passes through the bearing 93, lubricates it, and flows to the bottom of the casing 20.

Incidentally, the oil pump 80 configured as described above is provided concentrically on the input shaft 21 within the front bearing retainer 20c, and is connected to the output shaft 13 of the main transmission A and the input shaft 2 of the power distribution device B.
Since the dead space formed around the outer periphery of the connecting portion with 1 is effectively utilized, the device will not be unnecessarily enlarged. Furthermore, since the front bearing retainer 20c also serves as a part of the pump housing of the oil pump 80, the oil pump itself is inexpensive, and the oil pump 80 is driven by the input shaft 21 via the pin 85. In this way, the pin 85 is the only member for driving, and it can be constructed at an extremely low cost. Furthermore, since the oil pump 80 is driven by the input shaft 21, even if the power distribution device B is set to a neutral state (that is, the oil pump 80 is connected at an intermediate position between the positions shown in FIG. 2). Even if the sleeve 32 is fixed and the power transmission between the input shaft 21 and the first output shaft 22 is cut off), the oil pump 80 is driven in all operating states of the power distribution device B. This makes it possible to sufficiently supply lubricating oil to the lubricated area.

Further, in the oil pump 80 configured as described above, the cover is made of pressed iron plate 8.
3 and the second cover 84 made of aluminum die-casting, it is cheaper than making the same cover from casting. Further, since both covers 83 and 84 are fitted into the recesses 20c2 of the front bearing retainer 20c and fixed to the front bearing retainer 20c by screws 86, the front bearing retainer 20c, the first cover 83, and the first cover 83 are connected to each other. The second cover 84 is securely and tightly sealed. Therefore, the suction slot 83
Not only does air not get sucked in between the front bearing retainer 20c, the first cover 83, and the second cover 84, but also the lubricating oil flowing from the discharge slot 83c to the oil hole 21d leaks through the three parts. Therefore, sufficient lubricating oil is supplied to the oil hole 21d.

[Modified example]

In the embodiment described above, the oil pump 80
Although the second cover 84 is made of aluminum die-casting, as shown in FIG.
It is also possible to make it by pressing an iron plate. In such a case, the oil pump 80 can be made even more inexpensive. Note that, like the second cover 84 described above, the second cover 184 is similar to the first cover 83.
and a recess 184b that connects the discharge slot 83c of the first cover 83 to the through hole 21d provided in the input shaft 21.

[Brief explanation of the drawing]

FIG. 1 is a sectional view showing an example of a vehicle power transmission device according to the present invention, FIG. 2 is an enlarged sectional view of the power distribution device shown in FIG. 1, and FIG. - Partially omitted rear view taken along line 3, Figure 4 is a partial sectional view showing how both shift rods are assembled to the casing, Figure 5 is a partial sectional view showing how the actuating rod is assembled to the casing, Figure 6 is a partially enlarged sectional view of Figure 2, Figure 7 is a front view of the first cover in the oil pump, Figure 8 is a front view of the second cover in the oil pump, and Figure 9 is the second cover in the oil pump. It is a partially enlarged sectional view showing a modification of . Explanation of symbols, 13... Output shaft of main transmission, 20...
Casing, 20c...Front bearing retainer, 21...Input shaft, 22...Output shaft, 30...Planetary gear unit, 40...High/low speed switching mechanism, 41
...Engagement sleeve, 80...Oil pump, 91,9
3...Bearing, A...Main transmission, B...Power distribution device, C
...Sub-transmission.

Claims (1)

[Claims] 1 an input shaft rotatably supported in a casing via a first bearing and integrally rotatably connected to an output shaft of the main transmission; an output shaft that is rotatably supported through a bearing and is rotatable relative to the input shaft; and an output shaft that is disposed concentrically on the input shaft within the casing so that the input element can rotate integrally with the input shaft. a planetary gear unit which is connected and has an output element protruding toward the output shaft; and a planetary gear unit which is assembled onto the output shaft so as to be movable in the axial direction and rotatable integrally with the input shaft at a first position. a coupling sleeve for integrally rotatably coupling the output element of the planetary gear unit and the output shaft at a second position; a bearing retainer for fixing a bearing, and the bearing retainer is disposed within the bearing retainer as a part of a pump housing, and the lubricating oil contained in the casing is driven by the input shaft to be delivered to a lubricated part. An auxiliary transmission including an oil pump provided concentrically with the input shaft.